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Abstract:

The patent applications U.S. Ser. No. 13/118662 have for object a hybrid
vehicle which uses two planetary gears mechanisms for its power
derivation, one (4) dedicated to the vehicle low speeds and the second
(5) dedicated to the vehicle high-speeds.
To improve this device, a small flywheel (85), less than 1% of the
vehicle weight, is coupled to the generator (2) to store the kinetic
energy of the vehicle during deceleration. The double planetary gears
mechanism makes possible to have, a high effectiveness at vehicle low
speeds where the decelerations are frequent and little effect at vehicle
high speed where the decelerations are less frequent, where they are
often too powerful for the existing devices and where we should not harm
the vehicle inertia.
The storage performances equal those of today ultra-capacitors.
The system brings also some other improvements regarding over torque
protection and regarding power-train arrangement.

Claims:

1: a hybrid vehicle, according to the invention, wherein the thermal
engine drives two planetary gears mechanisms of different ratios, one
dedicated to the low vehicle speeds and the other to the high vehicle
speeds and to the reverse gear, themselves driving in parallel with the
electrical motor the wheels and whose pilot shafts are alternatively
coupled to the electric generator according to the vehicle speed.

2: hybrid vehicle according to claim 1, wherein the generator has a high
inertia either with a heavy rotor or with an additional flywheel directly
coupled to the rotor or indirectly through a step up gear or a pulleys
and belt system.

3: device according to claim 2, wherein the flywheel or the generator
rotor has a torque limiter to protect all the shafts of the power-train
against over torques.

4: device according to claim 3, wherein the heat generated by an over
torque is directed toward the flywheel by the means of a large disc
pushed against the flywheel via a small ring made of low friction
coefficient, which is itself pushed by a spring system.

5: hybrid vehicle according to claim 2, wherein under electric mode the
generator or the flywheel stores the kinetic energy in opposite speed
direction with that in the main hybrid operation mode.

6: hybrid vehicle according to claim 2, wherein under electric mode the
generator and its flywheel are synchronized then geared with one of the
pilot shaft of the planetary gears mechanisms just before starting the
thermal engine.

7: hybrid vehicle according to claim 1, wherein the selector of the
planetary gears mechanism is based on a pinion which can axially slide on
the generator shaft to engage the gear of the chosen pilot shaft after
synchronization.

8: hybrid vehicle according to claim 7, wherein the sliding pinion on the
pilot shaft has fewer teeth than the gears of the pilot shafts.

9: device according to claim 7, wherein the amplitude of the pinion
movement is extended a little bit to engage its lateral front teeth with
one of the two fixed gears at each end in order to lock the pilot shaft
in operation.

10: device according to claim 9, wherein the pinion can reach up to five
positions: neutral position and pure electric mode, hybrid mode at low
vehicle speed, hybrid mode at high vehicle speed, parking mode and pure
thermal mode at low vehicle speed, pure thermal mode at high vehicle
speed.

Description:

RELATED APPLICATION

[0001] This application is an improvement of the invention described in
the patent application Ser. No. 13/118662 filed on May 31, 2011 under the
following title: high efficiency hybrid vehicle with two planetary gears
mechanisms for power derivation.

FIELD OF THE INVENTION

[0002] The invention relates generally to a system for propelling hybrid
vehicle which combines both thermic and electric propulsion. More
particularly this invention relates to vehicles, wherein the power split
is made by a planetary gears mechanism for power derivation, also known
as "series-parallel" vehicle type.

BACKGROUND OF THE INVENTION

[0003] In conventional vehicles, energy dissipated by braking is lost in
form of heat inside the brakes. The energy losses are important because,
for example, they can reduce the mileage of an electric vehicle in town
traffic of half. Moreover its global energy efficiency is seriously
affected.

[0004] Several systems for regenerative braking already exist. They can be
classified in three families according to their energy storage: battery,
capacitor, and flywheel. Some other storage technics exist but they are
not developed or marketed yet.

[0005] The power involved in a braking is often much higher than the
storage capability whatsoever the storage system in place. Consequently
we can usually store only part of the loosed energy. For a standard
vehicle, the power involved in an emergency braking can exceed 200 KW
where as less than 10 KW can be usually absorbed by a battery under a lot
of restrictive conditions regarding its lifetime. Manufacturers mitigate
this problem by increasing the battery size to the detriment of the cost
and by recovering only a small part of the kinetic energy.

[0006] Ultra capacitors can stand much higher power but their storage
capacities are low. In addition, this technic is expensive not only due
to the capacitors price but also due to the electronic equipment's
required to deal with the tension variations inherent to the capacitors.
Moreover, with today practical energy densities of about 2 Wh/Kg, the
weight and the volume of the system are far from being negligible for a
vehicle.

[0007] Flywheels are known for a long time. They have the disadvantage of
being heavy, dangerous and they scarcely exceed 2 Wh/Kg. However they
appear on some vehicles for competition or public transport in very
particular conditions.

SUMMARY OF THE INVENTION

[0008] The purpose of the device according to the present invention is to
improve the here above situation which is not satisfying. The double
planetary gears mechanism for power derivation as described in the patent
application U.S. Ser. No. 13/118662 can bring some big improvements to
the flywheel solution. For that the generator used in this system gets a
high inertia either with an heavy rotor or with an additional flywheel
directly coupled to the rotor or indirectly through a step up gear or a
pulleys and belt system. We will explain later how the system takes
advantage of the two planetary gears mechanisms.

[0009] We also take the opportunity to bring some other improvements to
the system regarding: the reverse gear, the selector of the planetary
gears mechanism, the over torque protection.

[0010] By using the planetary gears mechanism normally dedicated to the
high vehicle speed for the reverse gear we can limit the maximum speed of
the generator and get a better arrangement of the power-train.

[0011] By replacing the double clutch selector by a gear type selector, we
can mix the step-up gear and the selection functions. In addition we can
have up to five positions corresponding to five vehicle modes: low speed,
high speed, neutral, parking and pure thermic.

[0012] By installing a torque limiter on the flywheel or the generator
rotor according to the invention we protect not only the generator shaft
but also all other shafts of the power-train against over torques.

[0013] Note that the device according to the invention can be installed
either in "upstream configuration" which implies that the main electric
motor is coupled between the thermal engine and the planetary gears
mechanisms or in "down stream configuration" which implies that the main
electric motor is coupled between the planetary gears mechanisms and the
wheels.

[0014] Basically the flywheel arrangement is made for hybrid mode that
means electric and thermal drives simultaneously. But kinetic energy
storage in the flywheel can also work in pure electric mode provide that
we are in down steam configuration with selector in neutral position.

[0015] Also note that our target is to limit the flywheel weight at 1% of
the weight of the vehicle and not increase the vehicle inertia.

DETAILED DESCRIPTION

[0016] First we have to remind the main characteristics of the powertrain
architecture described in the patent application U.S. Ser. No. 13/118662:
the thermal engine and the electrical motor drive in parallel two
planetary gears mechanisms of different ratio, themselves driving in
parallel the differential gear of the axle and whose pilot shafts are
alternatively coupled up to the electric generator. One planetary gears
mechanism is dedicated to low vehicle speeds while the other is dedicated
to high vehicle speeds. But, before going into details about kinetic
energy, we would like to introduce an improvement to the here above
device.

[0017] Even if the reverse speed of the vehicle is low it is better to use
the planetary gears mechanism dedicated to the high speeds for reverse
gear. This choice considerably decreases the maximum speed of the
generator. It allows a better use of the generator and has a positive
impact on many compromises at the design level. Even if the performances
in reverse gear are lower they are still acceptable. It's a big advantage
of the double planetary gears mechanism just after the reduction of the
derived power.

[0018] The improved architecture of the power-train can be now summarized
as follow. The thermal engine drives two planetary gears mechanisms of
different ratios, one dedicated to the low vehicle speeds and the other
to the high vehicle speeds and to the reverse gear, themselves driving in
parallel with the electrical motor the wheels and whose pilot shafts are
alternatively coupled to the electric generator according to the vehicle
speed.

[0019] Our aim is not to store all the kinetic energy of the vehicle but
only when it is easy and effective to do. In town traffic, therefore at
low speed, decelerations are less powerful but much more frequent than
decelerations on highways at high speed. In addition the available energy
is less cut down by the running resistance forces on the vehicle.
Consequently, to target the best of the storable energy, the variations
of the rotation speed of the flywheel should be concentrated at low speed
and limited at high-speed of the vehicle. What the devices according to
the patent application U.S. Ser. No. 13/118662 can do.

[0020] For convenience, we have kept the same denominations than in the
patent application U.S. Ser. No. 13/118662: the input shaft of the
planetary gears mechanism is the shaft driven by the thermal engine; the
output shaft of planetary gears mechanism is the shaft connected to the
wheels and the 3rd shaft or pilot shaft of the planetary gears mechanism
is the shaft whose torque is controlled by the generator.

[0021] With the planetary gears mechanism dedicated to the low vehicle
speeds, the rotation speed of the pilot shaft, therefore of the
generator, is ranging from 2000 to 6000 rpm. With the planetary gears
mechanism dedicated to the vehicle high speeds, the rotation speed of the
pilot shaft, therefore of the generator is only ranging from 100 to 500
rpm. As the gears ratios of the planetary gears mechanisms are negative,
the variation of the rotation speed of the output shaft, therefore of the
wheels, and the variation of the rotation speed of the pilot shaft,
therefore of the flywheel, are opposed. When the vehicle speed increases,
the speed of the flywheel decreases and when the vehicle speed decreases
the speed of the flywheel increases. The flywheel is able to store more
energy at low vehicle speed than at high vehicle speed because higher
rotation speed and larger variations. Thus the system is more effective
at low vehicle speed. Note that the energy transfer uses mainly the
electrical link between the generator and the motor while the mechanical
link through the planetary gears mechanisms might be limited by the
reverse torque on the thermal engine.

[0022] In a first alternative, the flywheel is coupled with the generator
shaft by a belt which has also the virtue to filter vibrations induced by
the flywheel, or by any other transmission system having the same
function.

[0023] In a more compact alternative, the flywheel is integrated into the
generator housing in order to limit the number of parts, therefore the
cost. Moreover, the similar results can be obtained with a generator
which has got a high inertia rotor.

[0024] In order to reduce the flywheel and the generator weight it's
better to increase their rotation speed and to combine the step up gear
and the selector of the planetary gears mechanisms. Consequently the gear
selector is able to select the pilot shaft to be connected to the
generator and simultaneously to increase its speed. It can be arranged by
a sliding pinion on the pilot shaft in order to be engaged with the gear
of the chosen pilot shaft which has more teeth than the pinion. The
shifting and the engagement are made when the rotation speeds of shafts
which can be accurately deducted from the generator and the motor
rotation speeds are compatible. Basically the gears of the pilot shafts
are the same and the step up ratios too, but they might be different.

[0025] The moving and the positioning of the generator pinion required an
actuator which is advantageously based on a step-motor in order to insure
up to five accurate positions with feedback information according to
known technologies. The linear moving with the positioning functions can
be realized or combined with various well known technics such as fluid
jacks, electromagnetic jacks, linear motors, racks and pinions, screws,
levers, etc. . .

[0026] While a pilot shaft is geared, the generator pinion can move a
little further in order to also engage a fixed gear in order to lock the
corresponding pilot shaft inside the housing. Obviously this last
operation can be performed only when the generator speed is null and when
we want either to operate the vehicle in pure thermal mode or to get some
engine brake for parking.

[0027] It is also possible to incorporate a torque limiter in order to
protect not only the geared pilot shaft but also the whole power-train in
case of wheels jamming which can occur during an emergency braking for
instance. As in a conventional vehicle, the torque limitation is ensured
by a slipping disc (in the clutch for conventional car). But, by
integrating this function at the flywheel level, the device takes a very
small size due to the high speed there and its exceptional use. Moreover,
it can protect the whole power-train unit because of the torques
proportionality on the shafts in a planetary gears mechanism.

[0028] Architecture is thus characterized by two planetary gears
mechanisms of different ratios, one dedicated to the low speeds of the
vehicle and the second dedicated to the high speeds of the vehicle, whose
pilot shafts are alternatively connected through a selector gear to an
electric generator associated to a flywheel or to a high inertia
generator, whose input shafts are driven by the thermal engine, whose
output shafts drive the mechanical chain connected to the wheels. The
gear selector is characterized by an axially sliding pinion on the
generator shaft which is moved and positioned by a linear actuator in
order to alternatively gear the chosen pilot shaft or to insure a neutral
position or to lock the chosen pilot shaft. The system is also
characterized by a torque limiter base on a sliding disc inserted between
the flywheel and the pilot shaft in order to prevent over torque in the
power-train in case of wheels jamming.

[0029] To store kinetic energy in the flywheel is still possible in pure
electric mode but only in upstream configuration and neutral position. In
this case, the generator working as a motor drives the fly wheel to store
the electrical energy coming from the motor working as a generator to
decelerate the vehicle.

[0030] To move from electric mode to hybrid mode, it is necessary to start
the thermal engine while an important part of the electric power is
already consumed in the electric propulsion. Especially if the power is
limited for economic reasons, the power to start the thermal engine might
be missing. The flywheel can help by supplying more than half of the
additional power. For that the generator should have accelerated the
flywheel to the adequate rotation speed before been geared to the high
speed pilot shaft. Then the thermal engine can be started in hybrid mode.
The low speed pilot shaft can also be geared but the gear ratio is less
favorable to start the thermal engine.

[0031] At the beginning of the here above operation the velocity of the
flywheel is negative. To be close to the start-up conditions the pure
electric operations of the vehicle are carried out with the generator and
the flywheel in negative rotation speed and with the gear selector in
neutral position. So we will not have to change the rotation direction of
the flywheel before its synchronization to the pilot shaft.

[0032] The device according to the invention can also be associated with
the other means of energy storage like battery, ultra-condenser in order
to draw advantage from their association.

[0033] The patent application U.S. Ser. No. 13/118662 describes an
optional and additional battery or a battery capacity reserve only
refillable through the national electrical grid and not refillable by the
on-board generator, in order to perfectly identify the power source
regarding either the grid or the on-board fuel. They are many reasons to
do that: tax, commercial and even energy efficiency. The device according
to the invention contributes to this aim by dealing the kinetic energy
outside the battery which eases the energy source identification.

[0034] By way of a nonrestrictive example the flywheel has, a mass of 11
kg (less than 1% of the weight of the vehicle), a rotation speed of 18
000 rpm, and a kinetic energy of 140 KJ. Under these conditions, the
energy ratio is 2.7 Wh/Kg ranking the system at the level of
ultra-capacitors. The maximum stress in the flywheel is 30 kg/mm 2
which allows good safety factor with adequate material. These figures
belong to well known and reliable technologies but even today we can
already do much better.

[0035] As described in the patent application U.S. Ser. No. 13/118662, the
main advantage of the double planetary gears mechanism for power
derivation is to reduce of half the derived power and consequently it
minimizes the nominal size of the electrical equipment's and so far their
relevant costs. But the device according to the present invention has
another big advantage. At high speed with the planetary gears mechanism
dedicated to high speed, the kinematic is such that the flywheel does not
significantly increase the vehicle global inertia. Consequently the
flywheel does not harm vehicle performances at high speed.

BRIEF DESCRIPTION OF THE FIGURES

[0036] FIG. 1 to FIG. 3 schematize in principle the power-train
architecture of a hybrid vehicle according to the patent application U.S.
Ser. No. 13/118662 which has been improved.

[0039] FIG. 6 represents the characteristics of the two planetary gears
mechanisms.

[0040] FIG. 7 is a detailed cross section of the power-train option in the
FIGS. 3 and 5 option.

[0041] FIG. 8 is a cross section of the lower part of the power-train
showing the connection to the wheels in the FIG. 7 option

[0042] FIG. 9 is a cross section of the double planetary gears mechanisms
and its selector in FIG. 7 option.

[0043] FIG. 10 is a cross section of the generator (3) associated with the
flywheel in FIG. 7 option.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

[0044] FIG. 1 to FIG. 3 schematize in principle the power-train
architecture of a hybrid vehicle according to the patent application U.S.
Ser. No. 13/118662 which has been improved by the present patent
application in order to recover more kinetic energy from the vehicle. The
thermal engine (1) drives two planetary gears mechanisms (4) and (5)
which themselves drive the mechanical chain to the wheels (9) through the
differential (6). The two planetary gears mechanisms have two different
gear ratios, one is dedicated to low vehicle speeds and the other to high
vehicle speeds. Thanks to the selector (7) their pilot shafts are
alternatively connected to a generator (3) whose electric power is either
consumed in the motor (2) or stored in the vehicle battery. On the
figures the electric motor (3) is coupled up between the two planetary
gears mechanisms (4) and (5) and the differential (6) in a "downstream
configuration" but it could be coupled up between the thermal engine(1)
and the two planetary gears mechanisms (4) and (5) in a "upstream
configuration". Note that the configuration does not change anything to
the present invention except for the pure electric mode as indicated
latter.

[0045] On the FIG. 1 the flywheel (85) is connected to the generator (3)
shaft by a system of pulleys (12), (13) and belt (14).

[0046] On the FIG. 2 the flywheel (85) is installed directly on the
generator (3) shaft which speed is increased by a step-up gear (8).

[0047] On the FIG. 3 the gear system (8) and the selector (7) are mixed.
The pinion (80) driven by the generator (3) can axially slip on the
generator shaft in order to gear either the gear (62) or the gear (72).
The gear (62) is connected to the pilot shaft of the low speed planetary
gears mechanism while the gear (72) is connected to the pilot shaft of
the high speed planetary gears mechanism.

[0048] FIG. 4: The figure geographically schematizes the power-train
architecture already defined in principle by the FIG. 1. Nevertheless,
the figure shows more details regarding the two springy bearings (19) of
the flywheel and regarding the damper (55) of the thermal engine (1), the
two for vibrations reduction purpose.

[0050] The sliding pinion (80) has got front teeth on each side. These
teeth can gear either with the fixed gear (81) to lock the gear (72) or
with the fixed gear (84) to lock the gear (84). The first option locks
the planetary gears mechanism (5) dedicated to low speed and is useful to
get engine brake for vehicle in parking situation. The second option
locks the planetary gears mechanism (4) dedicated to high speed and is
useful to get pure thermal propulsion at high speed. Note that we can
also get pure thermal propulsion with the planetary gears mechanism (5)
dedicated to low speed; but the shift should be done only at the start-up
of the thermal engine while the vehicle is running. So we have until five
positions in which some might be optional depending of the vehicle
specification: Neutral, high speed, low speed, parking, thermal. Note
that the gears (81) and (84) are not necessary a completed circumference
and on the figure the V end shape of pinion (80) teeth are used, but it
also can be dedicated front teeth carved out of its lateral faces.

[0051] An actuator (20) insures the axial moving and the positioning of
the pinion (80) according to known technologies built around step motors,
jacks, linear motors and so on. The gear engagements occur at appropriate
speeds which can be accurately deducted and calculated from the generator
and the motor resolvers. Note that only two resolvers are sufficient for
knowing the rotation speed of all the shafts including the engine and
vehicle speeds. In addition torques can be easily canceled by opening
generator (3) circuit during the short time of the gears engagement.

[0052] In emergency braking the wheels might suddenly be jammed and some
over torques might occur in the power-train. A sliding disc (86) is
inserted between the flywheel (85) and the pinion (80) to prevent any
over torque on all the shafts of the power-train thank to the torques
proportionality in planetary gears mechanisms.

[0053] FIG. 6 represents the characteristics of the two planetary gears
mechanisms as described in the patent application U.S. Ser. No.
13/118662. On this graph we have added the typical routes to take
advantage of the present invention.

[0054] In the hatched zone ABCD the vehicle is in electric operation mode.
Note that we have preferred the zone where the generator gets negative
rotation speed for reasons which will be explained latter.

[0055] Route ERSVWXRE represents a hybrid operation mode with the thermal
and the electric propulsion at the same time.

[0056] On the route from E to R, the speed of the vehicle increases up to
60 km/h whereas the generator and so the flywheel rotation speed
decreases from 6000 to 2500 rpm. The generator slows down while the
flywheel is loosing its kinetic energy. The generator current is send to
the electrical motor for increasing the vehicle kinetic energy. By
choosing ER according to a parabolic law and by dimensioning the flywheel
correctly, we can compensate the vehicle inertia. On the opposite way,
there is a transfer of the kinetic energy of the vehicle to the flywheel
through the electrical link.

[0057] On the route RS, the inertia of the flywheel is added to the
inertia of the vehicle but this disadvantage is limited because the
flywheel roughly gets only a quarter of its maximum kinetic energy. Thus
this energy will be helpful to maintain the vehicle speed during the
shifting of planetary gears mechanisms on the next route from S to V
because we have to cancel the generator torque so all the power-train
torques the short time of the new pilot shaft engagement.

[0058] The route WX represents the high speed operation. One sees that for
very important variations of the vehicle speed, for instance from 60 to
130 km/h, the rotation speed of the generator, therefore those of the fly
wheel, varies little. Consequently, the flywheel is very effective with
the low speed train while it has little effect with the high-speed train,
what we are looking for.

[0059] On the route YQ the flywheel brings a significant part of the
energy required to start the thermal engine from O to 1000 rpm, then the
engine itself can re-accelerate the flywheel from A to X or R depending
of the chosen train. This function is important because at the maximum
speed of the vehicle in electric mode, the available power to start the
thermal engine might be missing. The flywheel assistance avoids an
over-sizing of the electrical motor and brings flexibility. Note that in
A we can take the opportunity to lock the pilot shaft and then run in
pure thermal mode high speed.

[0060] The route ZP can have the same function with the low speed train.
However with this last, the relative contribution of the flywheel to the
engine start-up is lower due to the kinematic. Note that in F we can take
the opportunity to lock the pilot shaft and then run in pure thermal mode
low speed.

[0061] Consequently the device according to the invention has three
starting modes of the thermal engine: a standstill vehicle mode, an
electric running mode with the high speed train, an electric running mode
with the low speed train.

[0062] In the electric running mode the generator and its flywheel are
synchronized then geared with one of the pilot shaft of the planetary
gears mechanisms just before starting the thermal engine.

[0063] To approach the rotation speed of the chosen pilot shaft as more as
possible and to accelerate the synchronization, under electric mode the
generator or the flywheel stores the kinetic energy in opposite speed
direction with that in hybrid operation main mode. The main hybrid mode
is defined by a positive rotation speed of the generator when the
generator is not working as a motor.

[0064] Note also that the kinetic energy storage in the flywheel is also
working in pure electric mode by using the generator as a motor and the
motor as a generator. It is important because the mileage capacity is
very limited in electric mode and it is better to save energy.

[0065] On the route MN the vehicle is in reverse gear by using the
planetary gears mechanism dedicated to the high speeds even if the
vehicle reverse speed is very low. To use high speed train instead of low
speed train in that case limits the maximum speed of the generator and
allows a much better arrangement and compromise between the generator,
the motor and the gear reducer for the wheels.

[0066] Note that the selector (7) preferably has a neutral position for
shifting planetary gears mechanisms without having to stop the thermal
engine (1) while the vehicle is stopped.

[0067] FIG. 7 is a detailed cross section of the power-train with the
option basically defined on the FIGS. 3 and 5. The figure also shows the
limits of next figures for the same option. We can see: the engine (1)
with its damper (55), the two planetary gears mechanisms (4) (5) and
their selector (15) with its actuator (20), the differential (6) to the
wheels through the gear reducer (11), the flywheel (85) associated with
the generator (3) and the motor (2). This last is supposed to be geared
with the reducer (11) or the gear (41)

[0068] FIG. 8 is a cross section of the lower part of the power-train
showing the connection to the wheels. The ring gear (40) common to the
two planetary gears mechanisms is connected to the wheels through the
following gears: (41), (42), (43), (44), the differential (6), then the
wheel shafts (45). An oil pump (30) installed at the lower part of the
housing (100) is actuated by an eccentric shape on the differential (6)
in order to insure the lubrication and the cooling of the power-train.

[0069] FIG. 9 is a cross section of the double planetary gears mechanisms
and its selector. The pins of the free planetary gears (51) and (52) are
hold on the rotating flanges (50) and (53) which are themselves driven by
the thermal engine through the vibration damper (55). The low speed
connection to the generator (3) is made by the following chain: the gears
(60), (62), (80) and the shaft (61).The high speed connection to the
generator is made by the following chain: the gears (70), (72), (80) and
the shaft (71). The pinion (80) can axially slide on the generator shaft
(81) to reach up to five positions: A=neutral position and pure electric
mode, B=geared with (62) for hybrid mode at low vehicle speed, C=geared
with (72) for hybrid mode at high vehicle speed, E=geared with (84) and
(62) which are immobilized for parking mode and pure thermal mode at low
vehicle speed, D=geared with (83) and (72) which are immobilized for pure
thermal mode at high vehicle speed.

[0071] To summarize; the selector of the planetary gears mechanism is
based on a pinion which can axially slide along the generator shaft to
engage the gear of the chosen pilot shaft after synchronization.

[0072] The amplitude of the pinion movement is extended a little bit to
engage its lateral front teeth with one of the two fixed gears at each
end in order to lock the pilot shaft in operation. Theses extensions are
useful to get engine brake while vehicle is parked and to get pure
thermal mode.

[0073] The injector (31) insures the lubricating and the cooling of the
planetary gears mechanisms.

[0074] FIG. 10 is a cross section of the generator (3) associated with the
flywheel (85). The rotor of the generator and the flywheel both rotate
inside the housing (102). The housing (102) is springy supported inside a
second housing (101) in order to filter vibrations and noises. The spring
supports (92) and (91) are preferably made of elastomer for tightening
the space between the two housing (101) and (102). This space can receive
some cooling water (96). The system can be equipped with a safety torque
limiter made of a large disc (86) pressed against the flywheel (85) by a
small disc (87) made of low friction material and trusted by a spring
(88) system. In case of over torque the large disc (86) is sliding on the
flywheel (85). The heat is preferably absorbed by the masse of the
flywheel because of the larger diameter and the higher friction factor of
the large disc (86) than the small disc (87).

[0075] To summarize, the energy released by the excessive couples on the
vehicle power-train is directed toward the flywheel which has some
capacity to absorb heat. For that the torque limiter directs the heat by
the way of a large disc pushed against the flywheel via a small ring of
low friction coefficient, which is itself pushed by a spring.

[0076] The generator shaft and the large disc (86) get a springy coupling
(90) to filter lateral vibration.

[0077] The actuator (20) can shift and position the pinion (80) on the
generator shaft (81) thank to a trust bearing (82) and rods (21) and
(22).

[0078] The oil drains (32) and (33) collect and send any oil leaks to the
lower part of the housing (100). The cable gland (93) is a tight entry
for power and instrumentation cables.

[0079] It is to be understood that the present invention may be embodied
with various other non-illustrated changes which may occur to those skill
in the art without departing from the spirit of this invention.